Motor vehicle



c. E. FRUDDENET AL March 16, 1937.

MOTOR VEHICLE" Filed June 13, 1955 4 Sheets-Shget l March 16, 193 7..

(2. El FRUDDEN ET AL MOTOR VEHICLE FiledJune 13, 1935 4 Sheets-Sheet 2 R. a W? N 7 1m Q B .vm L/L o o W\ 3 In Aw Q km x \w mm o m QW 0 0| /V W mm MN 0 1 MW N\\ Qm N um Q\ o ww r 4 F. WW mm WM Q o I \wwm. m mm mm mm wi E W o o o mm mm wm N l 0N ymzaw mu WW March 16, 1937. E, F UDDEN ET AL 2,073,613

MOTOR VEHICLE Filed June 13 1935 4 sheet-sheet 3 March 16, 1937 c. E. FRUDDEN ET AL MOTOR VEHICLE Filed June 13, 1935 4 Sheets-Sheet 4 2 a 3 o l/rz a w M I w Pa tented Mar. 916,

Conrad a. Frndden, mam... and Walter r.

Strehlow, Milwaukee, Wis., assignors to Allis- Chalmers Man ufa'ctnring Company, Milwaukee,Wis., a; corporation of Delaware A plication June is. 1935, Serial N o. 36.352

10 Claims. (01. 18 54) This invention relates to motor vehicles and is. concemed. more particularly with the productionoi a. motor vehicle embodying features of improved constructiomperformance and operation.

5 .sifbiect matter disclosed butsinot 'speciflcally claimed herein-is claimed,in application, Serial No. 94,016, filed August 3, 1936, Conrad E. Findden, Pulley attachment fortractor's', and in appli- Y cation Serial No. 93,955, filed August 3, 1936, Wali ter F. trehlow, Lubricating system.

It is-an object of the invention to provide improved means'for positioning and retaining a number. of units each forming a part of the 've'- hicle, such asa front wheel unit, an engine. and. transmissionunitv and a rear axle unit, in a PIG:

determined relation to each other) Another objector the invention is til-provide improvedmeans for positioning and retaining the units in;such accurate relationto each other thatit will be unnecessary to use universal jointsfo'r cdnnecting'driving. and drivenshafts carried by sucli respectiveiyythe relative po tions of the units, as aiiorded by the improved 'pos tioning and retaining means, being suiliciently accurate 1ml. definite to permit cc'mnectingbf theshait's bysieevecouplings -or similarly rigiicoupling deg which are, less expensive and otherwise more desirable than'universal Joints i Another object of the invention to provide a 3 motor'vehicleof theindicated type. which may be readily assembled in the'lprocess of nianufacturej and disassembled for purposes of inspection and repair, and which, after such inspection and repair, may' be reassembledwith a minimum of 3 laborandskill-., i

. and other objects andadvantages of the invention will be apparent from, the'following des'cription. A clear conception of. anembodiment of the-invention and of the operation of a device 6 constructed in accordance therewith may behad byqreierringto the drawings accompanying and seminar a partoi this speciflcation in which like nee characters'designate the same or simiin the various "views; 1 i's a side view of an agricultural tractor, of the rear wheels, .viz. the .one; at'-theleft *gid fzofthetraetor, being removed and portions -of'the left frame channel being broken away. for urposeeofdisclosurel 6" I Fig. 2 is asection throughthe rear half of the, tractor shown in Fig. 1, the section being taken on a'vertical central vplane at right angles to-the .axes' of the rear wheels. I Fig. 3 is a view showing a partial section on "55 line 1l1 -III of Fig. 1 and a'forward part oi the ofF-ig.'13. V Fig. 15 is an. enlarged sectional view of a clutch rear axlyhousing in elevation to disclose the mounting of the right frame channel thereon, the channelbeing shown in transverse section.

- Figs." 4, 5, and 6 are side, top-andendyiews, respectively, of the frame channel at the left 5 side oi the tractor shownin Fig'. 1.

Figs. 7 and 8 are enlarged side and end views, respectively. 01' one of the mounting lugs formed on the channel shown in Figs. 4, 5, and 6.

Fig. 9 is a section'on line IX-IX of Fig. 8 .10 Fig. 10 is an enlarged front view of the frame channel at the left side of the tractor shown in I Fig. 1 and of an adjacent portion of the front. wheel support.

Fig. ,11 is an enlarged partial section on line 16 Ki -XI of Fig.2 showing a belt pulley moimted o n-thetractorfshown in Fig. 1 at'jthe side-oi the right frame channel thereof.

Fig; 12 is a top view or the beltaiulley assembly moved in Fig. 12 from its supporting shaft.

' Fig. 13 is apartial p view of-the rear end or the tractor shown in Fig.1, a power takeoii! mechjanis mior lifting an agricultural iinpiement'or the like being shown attached to the tractor. 5

Fig. 141 an enlarged section on line invaxrv and-"changespeed transmission mechanism for use; in atractor as shown in Fig. 1,- and also show- 3 ing drive gears fona belt pulley shaft.

Fig. 16 is a ',view 100mg in .the sneer-ion. of

arrows XVI-XVIin Fig. uponthe 'endlwall oi the ciutch housing' which in Fig.15 ahuts against the housing of the changes'peed transmission meoh'anismr- Fig.1! is an enlargedsection on'line XVII- xVILin'Fig. .16; and p y 18 is an enlarged section on line XVIII- xvngmmgic. Th tractor showh in F185 1'- comprisesthreew .maiormnitanamelv, afront'wheel unit generally indicated by the reference character l ah engine andtransmission unit genrallyindicatedby the reference character 2, and arear axle unit 'generallyindicated by the reference-character l,- anci right and' left frame channels 4 and 5, respective-- ly, secured to the units-l The front wheel unit ,consists of g a of steering wheels-6 -positioned in proximity-to each othef'at opposite sides of a vertical longitudinalplane centrally or the tractor, and a iront wheel s'upporthaving averticah'tuhular portion 1 an upper housing portion .il extending trans-q 'versely to said vertical iongitudinalfplane. The

shown in Fig. 11 the belt pulley itseltbeing re-..-

wheels 6 are mounted on an axle at the lower end of the tubular portion 1 and are steerable by the hand wheel 9 through a vertical steering spindle in-the tubular portion 1 and a worm and gear mechanism in the upper housing portion 8, as will be understood without further description. The upper housing portion 8 base. substantially horizontal top wall, vertical side walls and a bottom wall merging with the tubular portion 1. 0 The portions at the top wall adjoining the vertical side walls are each provided with a pad I0, one of which is shown in Fig. 10 in contact with the upper flange of the frame channel 5, the other pad I ll being similarly disposed on the opposite portion of .the housing 8, which is not shown in Fig. 10, and similarly in contact with .the upper flange of the frame channel 4. The portions of the bottom wall of the casing 8, adjoining the vertical side walls thereof are each provided with a pad l i similar to the pad I, one of the pads l I being shown in Fig. 10 in contact with the lower flange of the frame channel 5, and the other pad i I being similarly disposed in contact with the lower flange of the frame channel 6. It should be noted that the pads l0 have a straight horizontal top surface and the pads II a straight horizontal bottom surface, and that the top and bottom flanges of the channel 5 are faced at their relatively opposed sides to receive the straight horizontal surfaces of the pads ill and H between them. The same arrangement exists between the flanges of the channel 4 and the pads Hi and if at the portion of the housing 8 opposite'to that shown in Fig. 1G. The web of the channel 5 abuts against an upper pad l2 and a lower pad l3 projecting from the vertical side wall of the housing 6 at the left side of the tractor as may be seen from Figs. 1 and 10, and the web of the channel t abuts against similar pads i2 and I3 49 projecting from the vertical side wall of the housing 8 atthe right side'of the tractor, the arrangement corresponding to that shown in Fig. 19. The channels t and 5 are drawn up tight against the pads i2 and i3 by bolts H.

The engine and transmission unit consists of an internal combustion engine including a cylin- I der block [5, a clutchmechanism including a housing l6 bolted to the cylinder block I 5, and a naled in a ball bearing seated in the flywheel I9, and the rear end of the clutch shaft 2! is journaled in a ball bearing 25 partly seated in the vertical end wall of the clutch housing l6- and partly seated in the vertical front wall of the transmission housing ll abutting against the end wall of the clutch housing Hi. The clutchhousing I6 is bolted to the cylinder block l5 as indicated at 26, and the transmission housing I1 is bolted to the clutch housing l6as indicated -at 21, and the engine, clutch housing and transmission housing are therebyrigidly connected to each other and form a unit. The rear end of the clutch shaft 2! extends into the transmission housing I1 and has a central borein which the front end of apo'wer shaft or variable speed shaft 2a is journaled by means of a roller bearing 29,

The rear end ofthe power shaft 28 is journaled in a ball bearing III which is seated in the vertical rear wall of the'transmission housing IT. The

power shaft 2% has, a splined end portion extending rearwardly from the ball bearing 30, and an internally splined coupling sleeve 3! embracing the splined end portion is secured thereto by as it is of standard construction involving sliding gears 33 and 34 and a counter shaft gear 35 journaled on a counter shaft 36. A gear shift lever 31 serves to shift the sliding gears 33 and 34 by means of conventional mechanism.

The frame channels 4 and 5 are secured to the clutch housing [6 in somewhat the same manner as has been explained in connection with the upper housing portion 8 of the front wheel support. That is, the clutch housing has on its left side a mounting lug 38, as shown in Fig. 1, and'a similar mounting lug at its other side, directly opposite the mounting lug 38. Another mounting lug 39 is formed on the left side of the clutch housing, rearwardly of the mounting lug 38, as shown in Fig. 1, and on its right side the clutch housing has a mounting lug 46, directly opposite to the mounting lug 39. As may be seen from Figs. 11 and 12, however, the mounting lug lil differs from the mounting ing 39 in that it has a bore in it on a horizontal transverse axis, through which bore a belt pulley shaft til is led out of the clutch housing, as will be described later. For the time being it suffices to say that the lug 4G is of somewhat greater width, longitudinally of the tractor, than the lug 39 on account of the bore therein. The mounting lugs 38 and 39 at'the left side of the clutch housing have upper pads similar to the pad l0 shown in Fig. 10, and lower pads similar to the pad I l shown in Fig. 11. The mounting lug 38 at the right side of the clutch housing and the mounting lug 40 have similar upper and lower pads, the pads on the lug 50 being more clearly shown in Figs. 11 and 12. The upper pads of the mounting lugs at the left side of the clutch housing have straight horizontal top surfaces in a common plane, and the lower pads of the same mounting lugs have straight horizontal bottom surfaces in a common plane below the plane of the top surfaces. The upper and lower pads of the mounting lugs 38 and 40 at theright side of the clutch housing have upper and lower horizontal surfaces, respectively, corresponding to and lying in the same planes as the upper and lower surfaces of the pads on the mounting lugs 38 and 39 at the left side of the clutch housing. Figs. 11 and 12 show how the channel 4 at the right side of the tractor is fltted upon the mounting lug 40 at the right side of the clutch housing. It will be noted that the upper and lower flanges of the channel are faced at their relatively opposed sides to provide them with horizontal surfaces adapted to receive the upper and lower pads of the mounting lug 40. The vertical spacing between" the horizontal surface portions atthe relatively opposed sides of the flanges of the'channel 4 corresponds within close limits, that is, within a few thousandths of an inch, to the vertical spacing between the horizontal top surface of the upper pad of the lug 40 and the horizontal bottom surface of the lower pad of the 76 extension 62 is received,

vertical side surface of thelug 38 at the right side of the clutch" housing. The web of the channel if is drawn uptight against vertical side surfaces of the mounting lugs 38 and iabybolts'screwedinto threaded holes 43 and ll iindicate'd in Fig. l. The 15. vertical side suriaces of the; lugs against which the webs oi the channels-l and 5 are drawn up at the clutch housing are disposed, preferably by machininglin accurate right angle relationship to the horizontal planes of the pads on-theselugs.

I and the vertical'side surfaces are accurately spaced.'transversely of the tractor, to correspond to the transversespacing between the vertical side surfaces of the pads l2 and ii on the housing 8 againstwhich the webs otthe' channel's t and l are drawn p by the boltsu.

J'he forward end oi the internal combustion engine is seated on an angle iron cross bar 45 secured to the lower flanges oithe channels: I and B from below by means oi bolts and nuts as 9 will be apparent from Fig. 51. The load or file forward portion of the engine is preferably applied to the cross. bar '45 by an element 46, which may be part 0! a gear-cover bolted-to the cylinder block II, the element 4! bearing upon an' int erm'ediateiportion of. the crossbar and being retained thereon 'bymeans of bolts 41.

A radiator 48, hood 9 'and fuel tank III are" mounted on the irame channels I and 5 as shown'- V inyl ig; l,a detailed 'descriptionot the. mount- 40 ings for these parts being thought unnecessary. An en ne starting crank isfshown at 5| and-is journale in the housing portion 8 or the iront wheel support so that it can shifted on a horizontal axis longitudinally of the tractor and engaged with or disengaged iroin the'crank shatt of the engine J rThe rear axle unit comprises a rear axle hailsing extending transversely-to a vertlcal'lo'ngitudinal-plane centrally or the tractonthelhousing hay- 5 ingan enlarged central portion forming a diner ential housing Land laterally extending'holiow. arms I! with depending side portions It in which .stub axles for the rear wheels I6 are mounted in non-rotatable position. The central portion 5 of the rear axle housinghas a vertical aper- -turedh-ont portion to which a diilerential caras: uis secured by bolts a; Th diilerentlal carrier has a iorwardtubular-portion.andarear wardly flaring portion with an annularflange fitted 60 to-the. front portion of the diflerentialhousing; Fltted'in'to: the forward tubular portionfot the, differential carrier is a flanged cage .59.,v

Iand iltted to the bearlng cage h s drive. shaft easing 80; thefdiflerential carrier. cage] esand casing '80 being securely held together "by bolts 6i as may be seen from-Fig. 131 flhe drive alt easing Q0 a tubular forward extension 3 which is telescopically received by a bearing cap Qlsecuredto the vertical rear wall or the transmission casing 11, concentrically with the axis of the power shaft 28. The outside diameter of. the tub'ula extension corresponds 'within close limits to the inside diameter'of the tubular portion orthe bearing cap- 83 within which theand the inside diameter ,driveaxle es with the or the tubular extension 62 is somewhat, larger" than the outside diameter of the-coupling sleeve 3! secured tothe rear end or the power shaft 2 8.

A suitable stuillng box arrangement. not shown" in the drawings, 91a? be hrovlded to seal the telesoopieeonnection between the extension 62 and the bearing cap 6,!- 1 a drive sh re 04 extends longitudinallythroug h e drive shait casing 6|! anddnto the diilere'nlal carrier 51.} The drive shaft has a reduced end portion journaledljin the differential carrier' by means of a pilot rolierbearing 65, and a portion or the drive shaft, forwardly of 'itsreduced end;

portion/is journaled in a' pair oi-lconical roller bearings 86 seated-lathe bearing cage 59. Adlusting nuts ii' on the drive shaft are provided shaft 04 its .axis coincides rum thejaixis or the fo'rward tubular extensiomfl of thecasing 60. The forward end of the shait is splined and telescopically received by the internally-splined coupling sleeve 3!.

A diflerential drive 'pmmnsi is formed integrally with the shaft \between the roller bearings ii andlland meshes'with the ring gear to or um renual-driv mechanism' within the."

diflerential housing 52. The diflerential drive and includes differential pinionssi' carriedby a case 91 rotatably mountedin bearings formed on thediflerential carrier 51, the bearings proleeting into the diflerential housing. 52. The forward opening of the differential housing 52 to 'meoha'nisnris of conventional construction,- asshown for instance in Strehlow Patent 1,868,474

which the diflerentiali carrier lilis secured. is

suitably shaped so as to permit the ring gear .68 to be move'dthr'ough said opening in its 'upright-position, that is, at right angles to the axis oithe stubgaxle II. The 'diflerential pinions 96 mesh,'

as usual. with side gears having internally splined hubs in whichthe inner ends of rear wheel drive axles aretelescopically received. Thezdrive I axles a extend through the hollow arms 53 or thegar'axle housing ofie hi the .shafts'being shown injFig 3; Each flcisiormed lute-- grally with an; enlarged portion forming a" houslngifor a brake drum 10 mounted on the drive the. side of the arm v 'axle I! preventing the passageoi lubricant irom the respetive side or the tractor. At

houslng into-the brake drum The drive axle is'isfiournaled in a ball ll ink-bearing plate 14 which is securedfto the brafie'drm'n housing .asshown in Figs, lr and;y3. 'I'he"o'pen ing oi! the brake vdrain-f,housing in which the bearingplate ll [K le filled is oi suihci'ent size to permit tlie removal 0! the Lbrake drum 10 there? throughfthe arrangement being such that the brfilrefirum thereon may be moved axially inand' out of the rear arile housing. the. telescopic connection between the axle j! and the respective side gear'oi the difierential permitting of such movernent. A bra ke band operating levei'lli is mounted on a shaft 16- journaledin theupper portion of the brake-drum housing, a suitable 0 mechanism. not shown in Fig. 3, being provided brake band and operating"- through which opening the brake band operating. mechanism is accessible. A hollow hub 18 provided with a spur gear 19 is journaled on thestub shaft 55 by means of conical roller bearings 80 and 8|, and the rear wheel 56 is securely mounted on the hub 18 and retained thereon by studs and nuts 82; The spur gear 19 meshes with a pinion 83 on the outer end of the drive axle 89, whereby the driving power is transmitted to the wheel 56'. The downward extension 54 of the rear axle housing has a rectangular slab 84 (Fig. 1) formed thereon to which a plate 85 is bolted, the plate 85 forming one side of a casing enclosing the spur gear 19 and pinion 83. The casing for the gear 19 and pinion 83 is completed by a stamped sheet metal cover 86'which has a flange secured to the plate 85. While only 20 the mounting and flnal drive mechanism for the wheel 56 at the right side of the tractor has been described in connection with Fig. 3 it should be understood that the same arrangement is provided for the wheel 55 at .the left side of the 25 tractor.

,Referring now to the connection of the. rear axle'unit with the frame channels 4 and 5 the following is to be noted. As more clearly shown in Figs. 4 to 9, the left frame channel 5 has its rear- 30 ward end set up, preferably in an upsetting machine, into a suitable form providing mounting lugs ill and 88. By the upsetting operation, which is substantiallya forging operation performed on the heated rear end of the channel, the mate- 35 rial of the flanges is formed into the shape of the lugs shown in Figsn 4 and 6, and the material of the web is somewhat thickened as maybe seen from Fig. v9. 'After the forging, the rear end of the channel is faced, preferably in a milling madfi chine, to provide a plane mounting surface, indicated by 89 in Fig. 7, at right angles to the w'eb and to the flanges of the 'channel. Each mountinilu'g has .a hole tuinit to receive a mounting bolt 9], a spot face 92 afiording afpropenseat for" 45 the head of the bolt 8|. The'frame channel 4 at the right side of the tractor is,provided with mounting. lugs and a rearward plane vertical mounting surface at "right angles to its web and flanges in exactly the same mannerhs the chan- .50 nel 5, the rear end of the channel 4 being shown in'Flg. l3. ,The rear axle housing has forward seating pads 98 and 84 (Fig. 3) with straight vertical froiit surfaces lying in a-commonverticalplane. The rear surface 89 of the channel 5 abuts 55 against the vertical front surfaces of the pads 93 and 94, and the bolts 8| are screwed into threaded holesjn the seating pads 3m retain the channel 5 in fixed position on the rear axle housing. The rearward "vertical mounting surface of the "60 channel 4 abuts against seatingpads on the rear axlehousingwhich are exact duplicates of the seating 98 and 94 indicated iniFlg. 3, the reiative arrangement of the-seating pads for v the channel"4 and of the seating pads for the 65 channel 5 being apparent from Figs. 1, 2, and 13.

The vertical front surfaces of the seating pads for the frame channel lliein the same plane as the vertical frontsurfacesof the seating-pads for-.theframe channel 5, and this common plane 70 of all the seating pads on the rearaxle housing is accurately dispo d at right angles to the axis of the drive shaft 64'. It .wi ll therefore be seen that the contact "of the seating pads on the rear axlehousing withthe vertical rearsurfaces 89 75' of the channelsfand 5 positions the axispf the drive shaft 84 at right angles to a vertical transverse plane through the frame channels 4 and 5. If it were not for the bolts 9 i, the rear axle housing could be moved vertically and horizontally on the vertical rear surfaces of the channels 4 and 5, and while so moved, the axis of the drive shaft 54 would be guided in right angle relation to the mentioned vertical transverse plane through the frame channels 4 and 5. In order to position the axis of the drive shaft 64 definitely with respect to the frame channels three additional provisions must be made, namely, the rear axle housing must be prevented from vertical displacement, it must be prevented from horizontal displacement transversely to, a vertical plane longitudinally of the tractor, and it must be prevented from horizontal displacementlongitudinally of the, tractor. The bolts 9| are intended to serve all these purposes, and if they are to do so properly, they must fit accurately into the holes 90, or else there would be a possibility for vertical and horizontal displacement of the rear axle housing relative to the frame channels, or, at least, the bolts could not be relied upon to definitelyposition the rear axle housing horizontally and vertically, transversely of the frame channels. The required-accurate fit is provided by a shank portion 95 (Fig. 7) on each bolt 9|, the diameter of the shank portion corresponding within close limits, that within a few thousandths of an inch, to the diameter of itscorresponding hole 90. The bolts 9!, in addition to their function of drawing the frame channels and rear axle housing together, therefore, serve as dowel elements to position and retain the rear axle hous-' ing definitely relative to the channels vertically and horizontally transversely of the tractor.

From the foregoing it will be clear thatthe axis of the drive shaft 64 is positioned and re- -.tained in right angle relationship to a vertical transverse plane through the frame channels 4 and 5 and in horizontally and vertically fixed relation to the channels. The same is true of. the axis of the power shaft 28. The clutch housing" 15, as has been explained hereinbefore, is fitted between the upper and, lower flanges of the channels4 and 5, the lugs 38,. at opposite sides of the clutch housing and the lugs 39 and 40 rearwardly of the lugs 38 being received between accurately spaced and horizontally disposed surfaces at-the relatively opposed sides of the channel flanges. Due to this arrangement and due to the rigid bolting of the transmission housing I! to the clutch'housing i6'the axis of the power draw the webs' of the channels against the straight vertical side surfaces of the mounting lugs 38, and 40 insure a'definite position of the axis ofthe shaft zam a. vertical plane, longitudinally'of the tractor at right angles to a ver- -tical transverse plane through the frame channels, and the bolts 42 also retain the clutch housing l5, andtherefore' the power shaft 28, against displacement longitudinally of the frame 'channels. In order to insure correct'alin'einent of the shafts 28 a'.nd 54, .whichis necessary on account of the coupling of these shafts by the rigid sleeve 8|, the faced portions of the channelfianges ber tween which the mounting. lugs of the clutch housing are fitted, must be accurately related to 8,078,818 the vertica rear surfaces 89 lot the channels, and

the-holes 9 in the mounting lugs 81 and 88 of thechannels must likewise be accurately related to the faced portions of the channel flanges between which the mounting lugs of the clutch housing are-fitted. The channels, as will be obvious, are made from standardrolled stock, and such stock as itcomes from the mill is seldom, -if ever, perfectly accurate but generally more or 10 less distorted by bendsand. twists and possibly 1 otherwise out of shape. In orderto'prev'ent such inaccuracies of the rolled stock from interfering with the reguired accurate relative positions;

I of the clutchhousing and the rear axle hous-' l-ing various provisionsmay be made but the following manner of accomplishing the desired re;

suit is here preferred. After .the channel has been'set up at one end,- as shown in Figs'.4 to 9, it is placed into a machine wheredtis secured in 20 adeflnite position on a support, and then operated upon by two milling cutters,-one forming the plane rear surface 89,-and the other forim" ing three pairs of straight surfbce portions 96.11;

, 98 at the relatively opposed sides of the flanges.

2 5, During theseoperations the channel is kept in its definite position on the supporirso thavthe rear surface 89 and the surfaceportions 96, 91, 98 will be accurately related to each other; The

surface portions96, 91, and'88'oneach flange lie 30 in a common plane at right angles to the rear surface 89*and atright angles to the web of the channel. 'The forward: pair f surface portions 96 is the one between which e upper housing of the front wheel support is fitted asshownin 35 Figs 1 andlO. The intermediate pairjof sur-.

face'portions' 91 is the one between which the mounting lugs- 38 and 39 of. the clinch housing are fitted in the manner-disclosed in Figlill. iThe. rearward pairof surface portions 88 receives no 40 part in the tractor as shown but servesto properly position the channel while the holes Ell-fare drilled and reamed into 'the'mounting lugs 81 and 88, Whi

.toge her with holes in the web of the channel for 45 receiving the bolts l4 and the bolts fl2,-and/if desired other holes, are preferably-drilled into the, channel in a multiple spindle drilling'machine, in which the channel is'retained onw; support fitting between'the faced portions 96, 91 and 98, so Referring now to the assembling and disassembling of the-tractor; it has been found convenient. forv work along an assembly line tostart 7 Width the rear axle unit; that is, with a unit comprising the rear axle housing, withthe differen- 55 tialcarrier.51,-bearing-"oage59 and drive'shaft casing-60 secured thereto, and the, drive shaft 64, drive axles 69 and hollow hubs 18 all mounted in place. Coming down the assembly line this unit meets the engine and transmission unit compris- 30 ingthe engine 2, clutch housing It, transmission housing l1 all secured together,,and'the engine crank shaft H3, clutch shaft 2|, power shaft28, coupling sleeve 8| and bearing 'cap 68 all mounted in'-place. The two units are-ass 65 'sembled by meiely pushing the tubular extension 1 62"01" thedrive. shaft casing some; the-bearing :Qap 68'. While this is done the splined forward end of the drive shaft 64 automati coupling sleeve 8|, thebearings 65 and '68 the whaling the chive shaft 64 insuch position that its axi's, at the forward end, practically coincides with thefaadsor the tubular, extension '82. as has been mentionedherei'nbefore. After the rear axle unit and the engine and transmission unit have a For purposes of inspection or repair the rear axle unit may beremoved by taking'out the bolts y enters into its :position in front of the engine and the channels 4 and 5 are put in place and secured to the rear axle housing by the bolts 9|, to the clutch housing It by the bolts Gland to the front wheel support by the bolts M.

9| and rolling the rear axle unit away on its own wheels; a proper support for the frame channels,

as by a jack, would of coursehave to be provided.

- when the rear-axle unit is rolled'away it parts from the engine and transmission unit-at the telescopic connections, 64, and 62,, 63. If it is desired to have the rear axle housing part from the differential carrier 51 in order to expose the difierential drive mechanism, the drive axles 69 may first be disconnectedfrom the splined hubs of the differential side gears by pulling the axles V :69 out anally, for which purpose the wheels 58 will have to be removed.- The wheels 56 may then be replaced upon the hubs I8 and; afterthe bolts '58 sand 9! have been taken out, the rear axle housing may be rolled away, parting from the differential carrier and exposing the diflerential drive' mechanism which is supported by the 'differential carrier 51. In this case the drive shaft casing'ilLbearlng cage 59 and-differential carrier 51 may remain in place. on the tractor.

After the. rear axle unit including the drive shaft casing 6Q has been removed the change speed transmission mechanism may be removed byt'disconnecting the transmission housing Ill from; the clutch housing I6, the transmission housing being entirely supported on the clutch housing and. having no direct connection with the frame channels. If itis desired to remove the after the rear axle unit has been removed and the bolts 42 have been taken out and the engine 0 has been disconnected from the cross bar .45. In

taking out the engine andtransmission unit the is done in another: machine; The holes 90 c channels 4 and/5 must be slightly spread apart as the mountingdugs 8B, 39, and of the clutch housing cann'ot slide on the flanges of the channels 5 sembling the units they will take their proper positions accurately without 'efliortdue to the mentioned arrangement ofthe faeed portions of the frame. channels. v a

The drive shaft casing 68 has a flanged aperture 98- to which a power lift attachment may be secured as-shown in Figs. 13and 14: In Fig. 2 the power lift attachment is omitted and the'apei' ture 98 closed by a cover 99. ,The .main shaft of the power lift attachment is indicatedby its in Figs. 13 and 14. and is jo comprising a tubular portion I'M and a housing portion- M2. The housing portion is seated on their flanged portion of. the driveshalft'casing 80 and is secl n'ed'thereto by bolts I03; while the tubular v portion I02 mounting ears .104 which .are 5 seated on the. top flange of the framechannel d and are securcd-theretoby bolts andnuts "I. Secured to the main shaft I08 withinthe housing portion Hi2 by means of a rivetllli is'a gear I01 which meshes with a .worm I08 Se ured to 70 thedriye shaft 64; Ajhalfirevolutlon clutch ll! -of the character described in Strehlow Patent;

1,868,474 is mounted on the main HI! laterally 'of the channel frame '4', and a sllltdbl been assembled the front wheel'support is placed 's'trip mechanism ljq forthe half-revolution clutch. 75

ed in a support is mounted on the web of channel 4 by means of a bolt and nut II I. It should be noted that the support IOI, I02 with the main shaft I journaled therein and the worm gear I01 and halfrevolution clutch I09 secured to the main shaft, -form a unit which may be readily attached to and removed from the tractor, the worm I08 remaining on the drive shaft 64. In puttingthe unit in place upon the tractor the worm' gear I01 may readily be brought in mesh with the worm I08 due to the. fact'that the unit may freely be moved horizontally in all directions and vertically, complete freedom of bringing the gears in' mesh being thus afforded, and after proper mesh of the gears has been established the support IOI,

I02 may be moved on the casing 60 and channel 4' into proper position sothat the bolts I03 and I05 can be inserted. Rearwardly of the worm I08 within the casing 60 a web II 2 rises from the bottom of the casing, the web terminating below the shaft 64 but above the lowest points of the worm I00. The forward portion of the easing 00 may therefore be filled with lubricant up to a level which is high-enough to keep the lower portion of the worm I08 immersed in lubricant.

It will be seen that it is not necessary to drain this lubricant from the casing 60 and that none of it will be lost in attaching the power lift unit to and removing it from the tractor, the unit being attached to the casing 60 from above.

The belt pulley shaft 4|, mentioned hereinbefore, is rotatably mounted in a sleeve II3 by means of a ball bearing II4 seated in the sleeve H3 at one end thereof and by means of a roller bearing ili seated in the sleeve H3 at the other end thereof. The outer race of the ball bearing II4 abuts. against'a shoulder of the sleeve H3 I and is retained by a snap ring I I6, and the outer race of the roller bearing 5 is similarly secured within the sleeve H0. The inner race of the ball bearing "4 is axially retained on the shaft 4I by-a shoulder and a snap ring I", and the shaft is thus prevented from axial displacement within the sleeve H3. A bevel gear H8 is integrally formed with the shaft and meshes with a bevel gear I I9 keyed to the clutch shaft 2 I and a belt pulley I20 is secured to the outerend of the shaft 4I projecting from the sleeve' 3. A suitable dust seal, notshown'i ma be mounted slidingly fitted into a bore of an internal web I2 I of the clutch housing Hi, the diameter of the bore corresponding within close limits'to the outside diameter of the portion of the sleeve 3 seated in the bore. An intermediate 'portionof the. sleeve 3 is slidingly fitted into a bore of the mounting lug 40 of the clutch housing IS, the 0 channel having an aperture registering with the bore in the lug 40. An oil seal I25, preferably in the form of a co'rk ring, is retained in a counter bore .in the lug flfl by the web of channel 4, and

. an annular web I30 projects inwardly from the 50 in the outer end of the sleeve Ill at the side of the roller bearing II5 facing the hub of thebelt j pulley I20. The inner end of thesleeve H3, is.

sleeve III, whereby lubricant into which the lower portion of the bevel gear I I8 may be im* mersed, will be prevented from flowing. out of the clutch housing. The outside diameter of thesleeve portion which is seated inthe bore of the lug 40 is the same-as'the outside "diameter of the sleeveportion seated in the'web III; and the bore of the lug 40 corresponds within close limits to said outside diameter. A portion of the sleeve intermediate the seats afl'orded by the bores in the web Ill and lug 40 is slightly reduced in to be moved back or forth in the direction of its diameter and provided with a series of holes I22 and with an annular groove I23, the holes I22 being tapered to receive thetapered end of a set screw I24 which is screwed into a threaded hole of a wall portion of the clutch housing I6. The

will be angularlyofiset sixty degrees relative to each other. As to the relative spacing of the holes in the direction of the sleeve axis the showing of Figs. 11 and 12 is greatly exaggerated in order to make the helical character of the arrangement of the holes readily visible, but'in actual construction the relative spacing of the holes in the direction of the sleeve axis is less than a small fraction of an inch," for instance, about five thousandths of an inch. Fig. 12 shows two of the holes I22 at opposite sides of the set screw I24,' one of the holes being closer to the groove I23 and .the other being farther from the groove than the center of the set screw I24. By first loosening the lock nut I 26 on the set screw and-then screwing the set screw back the tapered'end of the set screw may be withdrawn from the hole I22 in the sleeve in which it is shown in Fig. 11. The sleeve is then free to be rotated about its axis and also axis. For purposes of description it may be assuined that the sleeve is rotated in a direction so as to bring the hole I22 which in Fig. 12 is farthest from the groove. I23, underneath the tapered end of the withdrawn set screw I24, a rotation of the sleeve through an angle of sixty degrees being, necessary for this purpose where the angular spacing of the holes is sixty degrees as mentioned above. The set screw I24 may then be' screwed, downagain and will enter the new hole I22 even if the center of the hole was not brought into perfect coincidence with the center of the set screw, the tapered end of the set screw and the correspondingly tapered shape of the hole I22 taking care of such slight inaccuracy in rotating the sleeve 3 by hand into the new position. As the set screw I24 is screwed down and tightly wedged into the new hole I22 the sleeve is again positively flxed in position but the new position differs from the original one in that the sleeve has been moved in the direction of'its axis ayery short distance farther into the clutch ho'using I6, the relative axial spacing of the holes I22 being very short, as stated. L It will be seen that due to the helical arrangement of the holes I22 about the axis of the sleeve I I3 the sleeve may of the pulley shaft 4|; it is usually necessary to try different holes I22 when the belt pulleyunit is mounted in the tractor for the first time; After the proper pomtion has been found an arrow I21 (Fig. 12) is stamped on the sleeve H3 opposite to an: arrow I20on the frame channel 4, alinement of the arrows indicating the angular 'position of the sleeve in which the set screw I24 en;

gages the hole I22 which has been iound to afford the properdepth of mesh of the bevel gears. If

zpntal plane through tatesthe clutch it is, desired to disengage the bevel gears H3, 3 from each other so that. the belt pulley may remain stationary while the clutch shaft- 2| re-. volves, the set screw, I24 iswithdrawn from the 5 tapered hole in whichit is .sirown in Fig. 11, whereuponthe sleeve II3 may be moved outwardly by pulling on the belt pulley I20 until-the groove I23 registers with the withdrawnset screw I24. In-this position the sleeve will still be seated in th bore of the web I, and by screwing; the

se crew down into the groove I23 the sleeve will be held in a position in which the bevel gearsfl :levei indicated *in Fig.

are out of mesh. In order to bring thebevei gears again in mesh with each other the operation is reversed, and in keeping the arrow I2'I.. of thesleeve-durin gthis operation in a ement with the arrow I28 of the airame channel 4 the hole I22 which aiiordsthe correct-depth'fof mesh mayreadiiy be registered with the setscrew I24. Generally speaking, the relative spacing of the holes I22 in the. direction of the axis of the sleeve I I3 is a small fraction of the total depth of mesh of the bevel gears H3, III! while the spacing'between the groove I23 and the hole I22 i1earest 25 thereto, in the direction of the sleeve axis,.is larger" than the total depth of mesh of the bevel gears. If desired, the sleeve II3 withthe shaft (II journaled therein, together with the bevel gear l I I8 and the belt pulley I20, may be entirely withdrawn from theoclutch housing, the. II8 being somewhat diameterof the bevel gear shorter than the diameters of thebores'in the web m and lug lll'sothat the bevelgearjlii f i can pass therethrough. The'opening in'the'chan- 55 nel i which registers with the bore inthelug may then be iosed by a suitable cover.

3 The bevel gears H8 and H9" are enclosed in a' gean'compartment of the clutch housing I3, the v eompartmentbeing formed by aninclined -b0tlo-tom wall I2] (Fig.15)', a vertical front wall I23, .averticaLsi'de wall I23 (Fig. 16), the web I2I,

and the upper partof the rear wall I3Ii' of the clutch housing. The top 01 the gear compart- "ment is closed bya'cover I3I The transmission housing H has a front wall the rear wall I30 of the a Mn-the transmission housingnext'to theiront wall I32 thereof, are the intermeshing gears I33 and I33; the gear I33 being integrally formed .50 with-the clutch shaft K :ing part of the' countershaft gear 33mentior9'ed whereinbefore. It is desirable that the oil level .in the transmission housing H be kept below the variable speed .shaft'23 ap'proximately at the 55 heightindlcated in Fig. 15, and, on the other .hand, it is desirable to-maintain an oil level in the gear compartment-or the clutch housing at a height .below the clutch shaft 2I and below the belt pulley shaft M, the belt pulley shaft extend g0 ing at right angles to the clutch shaft in a horithe axis of the'latter; The desired oil level in the gear compartment is in'di cabd' in Fig; it m is .higher, as will be seen, than the, oil level in the transmission housing II. 55 When the engine of the tractoris runningfit roshaft 2|, provided that'the' clutch. mechanis 20 is engaged, and th gear I34 due to its mes with the gear'I33 will be revolved The teeth of thegear I34, as. they emerge from '7 the oil in the transmission housing, are loaded f with,oil, the amount?! oil clinging to the teeth the 'intermeshing gears transmission housing I ,partment of the clutch housing l3 and to maining has a similar hole 1 mes proximity to the latter I32 abutting against clutch housing, and with- 2I and the'gear- I34 form-\- place at the proper rate to maintain the desired oil level in 'the teeth of the pressure atthis side gear I34 can pass between the intermeshing gears 133 and J, the remainder backing up ahead'of the point of mesh and rom'iing a spouting body of lubricant rising above thew-normal oil level which is indicated in Fig. 15, the spouting. action being effective not only in the plane of but also transversely to said plane. -This phenomenon is utilized'to circulate some or the'lubricant contained in the II,'through the gear comtain Iubricantin said gear compartment at the 15. In Fig; 16 the pitch circles of the gears I33 and I34 are indicated in dash dotted linesf andthe arrows in each circle is wall I30 01 the clutch housing has a hole I35 in it, and the front wall I32 or the transmission hou's 7 I31 in it concentric with the hole l35 in the rear wall of the clutch housing. The center of the hole I35 is so. located with re spect to the pitch circles of the gears I33 and I34; that some of the lubricant which builds up near the relatively approaching teeth of the inter- 25 "hing gears; as,mentioned above, is spouted through the .hole I31 in the front wall of the transmission housing and through thev hole I33in the rear wall of the clutchhousing-lnto the gear compartment of the latter; It should be noted' that the holes I35 and I31 are not directly belowthe'axis of shaft 2| but positioned laterally of the common verticalpIane of theshafts 2| and 36 land above. the pitch circle ofthe gear I34 in and also in proximity to pitch circle of the gear use. ,At the point where the holes I35 and I3I are located as shown in Fig. 16 the transverse spouting oi the lubricant is sufliiently eflective to force lubricant into the gear compartment'oi the clutch housing -,under such pressure that the oil therein may rise to a level considerably higher than that indicated fin-Fig. 15. As it not' desirable, however, to raise the oil level "in the gear compartment higl ier than indicated in Fig. 15 an outlet hole-I33 is drilled into the rear wall of the clutch housing It near the bottomwall Izloi the gear compartxrientjas shown in Figs. 16 and 17, and a; similar hole; I38 concntri with the hole I33 is drilled into the front wall I32 of'the transmission housing ii. The ho1esI35 and I3! 'and'th'e holes I36 t and I38 are so positioned andproportioned that a circulation of lubricant therethrough takes the the-gear compartment. As shown in -55 Fig; 16, the hole I36 inthe rear wall of the clutch housing is located at the side of a vertidal plane through the shafts 2i and 33 where intermeshing gears I33 and I33 ,recde from each. othenand as there is no back 1 of the gears within" the transmission housing the oil from the gear compart-' ment will flowback into' the transmissionhousing through the hole I36 andthrough the hole I33 in the front wall of the transmission housing.

11; should beunderstood that it is not intended. to limit the invention to the exact details ot con-. 'struction herein shown and described; for. various.

. -modiflcations within the. scope or the claims may occur to persons skilled in the art.

oi the gear being-rathersubstantial iL-accord- "zPatentz' mgt usualpractice a relatively thick oil is used in the transmission housing; Only a small por 5 tion of the oil' which clings to the. teeth ot the lain 'amotor' vehiclaa support,- a drive shait arranged in angularly fixed relation to said support. a. housing, a power shaft arranged inangu- 7s hicle at opposite sides thereof, each of said frame members having rearward and forward mounting surfaces accurately shaped thereon in predetermined relation to each other and engaged, respectively, by said support and housing, and means for retaining said support and housing in such posi- 10 tions relative to each other on said rearward and forward mounting surfaces of said frame members as to insure true alinement of said power shaft with said drive shaft independently of any other connections between said support and housing.

2. In a motor vehicle, a wheeled support at the rear of the vehicle, a drive shaft arranged in angularly fixed relation to said support, a housing, a power shaft arranged in angularly fixed relation to said housing, coupling means between said shafts, and frame members of rolled stock extending longitudinally of the vehicle at opposite sides thereof, each of said frame members having rearward and forward mounting surfaces accurately shaped thereon in predetermined relation to each other and engaged, respectively by said support and housing, means associated with said support and housing, respectively, for positioning said support and housing in such relation to each other on said rearward and forward mounting surfacesv of said frame members as to insure true alinement of said shafts independently of any other connections between said support and housing, and means for securing said support, housing and frame members together.

3. In a motor vehicle, a support, a drive shaft arranged in angularly fixed relation to said support, a housing, a power shaft arranged in angularly fixed relation to said housing, coupling means rigidly connecting said shafts, a pair of frame members extending longitudinally of the vehicle at opposite sides thereof and having vertical webs and inwardly directed top and bottom flanges, said top and bottom flanges of each frame member having-faced portions at their relatively opposed sides, mounting lugs on each frame member at the end thereof adjacent to said support, means including dowel elements for securing said mounting lugs of each frame member to said support, mounting lugs at opposite sides of said housing and closely fitted between said faced portions of said top and bottom flanges of said frame members, and means for securing said frame members to said housing.

4. In a motor vehicle, a differential housing, a

drive shaft casing extending forwardly from said differential housing and rigidly secured thereto, a pair of frame members extending longitudinally of the vehicle at opposite sides thereof and having vertical webs and inwardly directed top and bottom flanges, said top and bottom flanges of each frame member having faced portions at their relatively opposed sides, mounting lugs on each frame member at the end thereof adjacent to said support, means including dowel elements for securing said mounting lugs of each frame member to said differential housing, a transmission casing having a rearward end portion telescopically engaging-a forward end portion of said drive shaft casing, i

supporting means for said transmission casing including mounting lugs closely fitted between said faced portions of said top and bottom flanges of each frame member, and means for securing said frame members to, said supporting means.

5. In a motor vehicle, "a. wheeled support at one end of the vehicle, a pair of frame channels exsides thereof and having their top flange of the channel and said lower mounting lug extending downwardly from the bottom flange of the channel, and connecting elements extending longitudinally of the vehicle through said mounting lugs, for securing said frame channels to said support.

portions of said housing.

8. In a motor vehicle, a wheeled rear support,

on said rear support, a wheeled front support havsupport.

10. In a motor vehicle, a wheeled rear support, a pair of frame members extending longitudinally of the vehicle at opposite sides thereoi and having vertical webs and inwardly directed top and bottom flanges, said top and bottom flanges havinejntermediatethe ends of each frame memmediate, faced portions of said top and bottom her and at the forward end of each frame memflanges ofeach frame member, a wheeled front ber, faced portions at their relatively opposed support having side portions fitted between said sides, mounting lugs on each frame member at forward faced portions of said top and bottom the end thereof adjacent to said support, means flanges of each frame member, and means for 5 a including dowel elements for securing said mountsecuring said frame members to said power unit ing lugs of each frame member to said rear supand to said front support. port, a power unit including a housing having a CONRAD E. rnunnmw.

Side portions-closely fitted between said inter- FQSTREHIDW. 

